Special Conditions: Boeing Model 777-300ER Airplane; Lithium Ion Battery Installation, 33148-33151 [07-2939]
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33148
Federal Register / Vol. 72, No. 115 / Friday, June 15, 2007 / Rules and Regulations
not health-related. In addition, the
agency suggested there is no need for
the new regulations at § 550.409. The
agency recommended deleting § 550.409
and suggested adding the term ‘‘such as
a pandemic health crisis’’ after ‘‘other
reasons’’ to the regulations at
§ 550.401(a). We are not adopting these
recommendations. Unlike emergency
situations where employees may be
ordered to evacuate a designated
geographic area (including evacuating
their worksites and homes), during a
pandemic health crisis employees may
likely be ordered to evacuate their
worksites to promote ‘‘social
distancing’’ but not ordered to evacuate
their homes. Because of these unique
conditions, we believe it is imperative
to limit the use of the evacuation
payment authority in § 550.409 to a
pandemic health crisis.
One agency recommended revising
§ 550.409(a) to make clear that an
agency’s authority during a pandemic
health crisis to order an employee to
evacuate from his or her worksite and
perform work from the employee’s
home includes the situation where the
agency and the employee do not have a
telework agreement in place at the time
the order to evacuate is issued. We agree
and have revised § 550.409(a). The
agency also recommended that OPM
delete the provision in § 550.409(a)
which limits an agency’s authority to
order an employee to perform work
from a location other than the
employee’s home to a location that is
‘‘mutually agreeable to the agency and
the employee.’’ The agency believes it is
impractical to require an agency and an
employee to engage in discussions with
the intent of reaching an agreement as
to where the employee is going to work,
especially in the context of an
emergency health crisis. We are not
adopting this recommendation. During a
pandemic health crisis, if an employee
does not comply with his or her
agency’s order to work from home, or
the agency and the employee cannot
agree on an alternative work location,
the agency may disapprove the
employee’s evacuation payments. Under
these circumstances, the employee may
be required to use his or her accrued
annual leave (i.e., ‘‘enforced leave’’),
may be furloughed, or disciplined, as
appropriate.
One agency noted that the issue of
temporary promotion pay is not clearly
addressed in the regulations. Under
§ 550.409(a), evacuated employees may
be assigned to perform any work
necessary or required to be performed
without regard to his or her grade, level,
or title. The regulations also require
agencies to compute evacuation
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payments under § 550.404, which states
that evacuation payments must be based
on the rate of pay to which the
employee was entitled immediately
before the issuance of the order to
evacuate. The commenter recommended
revising the regulations to clarify that
evacuation payments must be based on
the rate of pay to which the employee
was entitled immediately before the
issuance of the order to evacuate,
notwithstanding an agency’s policy or
collective bargaining agreement
regarding an employee’s entitlement to
a noncompetitive temporary promotion
when the employee is required to
perform higher-level duties during the
period of evacuation. We are not
adopting this recommendation. While
there may be circumstances in which it
will be necessary to temporarily
suspend certain provisions of an agency
policy or a collective bargaining
agreement in an emergency, it would be
inappropriate to provide such a broad
authorization to do so. The decision to
take such action must be made on a
case-by-case basis taking into
consideration the facts and
circumstances that exist at that time.
E.O. 12866, Regulatory Review
The Office of Management and Budget
has reviewed this rule in accordance
with E.O. 12866.
Regulatory Flexibility Act
I certify that these regulations will not
have a significant economic impact on
a substantial number of small entities
because they will apply only to Federal
agencies and employees.
List of Subjects in 5 CFR Parts 531 and
550
Administrative practice and
procedure, Claims, Government
employees, Law enforcement officers,
Wages.
Office of Personnel Management.
Linda M. Springer,
Director.
Accordingly, the interim rule
amending 5 CFR parts 531 and 550,
which was published at 71 FR 47692 on
August 17, 2006, is adopted as final
with the following change:
I
PART 550—PAY ADMINISTRATION
(GENERAL)
1. The authority citation for subpart D
of part 550 continues to read as follows:
I
Authority: 5 U.S.C. 5527; E.O. 10982, 3
CFR parts 1959–1963, p. 502.
2. Amend § 550.409 by revising the
first sentence of paragraph (a) to read as
follows:
I
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§ 550.409 Evacuation payments during a
pandemic health crisis.
(a) An agency may order one or more
employees to evacuate from their
worksite and perform work from their
home (or an alternative location
mutually agreeable to the agency and
the employee) during a pandemic health
crisis without regard to whether the
agency and the employee have a
telework agreement in place at the time
the order to evacuate is issued.* * *
*
*
*
*
*
[FR Doc. E7–11584 Filed 6–14–07; 8:45 am]
BILLING CODE 6325–39–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. NM379 Special Conditions No.
25–07–12–SC]
Special Conditions: Boeing Model 777–
300ER Airplane; Lithium Ion Battery
Installation
Federal Aviation
Administration (FAA) DOT.
ACTION: Final special conditions; request
for comments.
AGENCY:
SUMMARY: These special conditions are
issued for the Boeing Model 777–300ER
airplane. This airplane as modified by
the Boeing Commercial Airplane
Company will have a novel or unusual
design feature associated with the use of
lithium ion battery technology in onboard systems. The applicable
airworthiness regulations do not contain
adequate or appropriate safety standards
for this design feature. These special
conditions contain the additional safety
standards that the Administrator
considers necessary to establish a level
of safety equivalent to that established
by the existing airworthiness standards.
DATES: The effective date of these
special conditions is June 1, 2007. We
must receive your comments by July 30,
2007.
ADDRESSES: Comments on this rule may
be mailed in duplicate to: Federal
Aviation Administration, Transport
Airplane Directorate, Attention: Rules
Docket (ANM–113), Docket No. NM379,
1601 Lind Avenue, SW., Renton,
Washington 98057–3356; or delivered in
duplicate to the Transport Airplane
Directorate at the above address. All
comments must be marked Docket No.
NM379. Comments may be inspected in
the Rules Docket weekdays, except
Federal holidays, between 7:30 a.m. and
4 p.m.
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Federal Register / Vol. 72, No. 115 / Friday, June 15, 2007 / Rules and Regulations
FOR FURTHER INFORMATION CONTACT:
Nazih Khaouly, FAA, Airplane & Flight
Crew Interface Branch, ANM–111,
Transport Airplane Directorate, Aircraft
Certification Service, 1601 Lind
Avenue, SW., Renton, Washington
98057–3356; telephone (425) 227–2432;
facsimile (425) 227–1149.
SUPPLEMENTARY INFORMATION: The FAA
has determined that notice and
opportunity for prior public comment
hereon are impracticable because these
procedures would significantly delay
issuance of the design approval and
thus delivery of the affected aircraft. In
addition, these special conditions are
identical to those issued for another
model of airplane; those special
conditions were subjected to prior
notice and public comment. The FAA
therefore finds that good cause exists for
making these special conditions
effective upon issuance.
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Comments Invited
We invite interested people to take
part in this rulemaking by sending
written comments, data, or views. The
most helpful comments reference as
specific portion of the special
conditions, explain the reason for any
recommended change, and include
supporting data. We ask that you send
us two copies of written comments.
We will file in the docket all
comments we receive, as well as a
report summarizing each substantive
public contact with FAA personnel
about these special conditions. You can
inspect the docket before and after the
comment closing date. If you wish to
review the docket in person, go to the
address in the ADDRESSES section of this
preamble between 7:30 a.m. and 4 p.m.,
Monday through Friday, except Federal
holidays.
We will consider all comments we
receive by the closing date for
comments. We will consider comments
filed late if it is possible to do so
without incurring expense or delay. We
may change these special conditions
based on the comments we receive.
If you want us to let you know we
received your comments on these
special conditions, send us a preaddressed, stamped postcard on which
the docket number appears. We will
stamp the date on the postcard and mail
it back to you.
Background
On February 15, 2006, Boeing
Commercial Airplane Group, Seattle,
Washington, applied for an amended
type certificate to install a new
Panasonic eX2 in-flight entertainment
(IFE) system in a Boeing 777–300ER
airplane. The Boeing Model 777–300ER
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airplane is a large twin engine airplane
with a maximum passenger capacity of
550.
The regulations do not address the
novel and unusual design features
associated with the installation of an
IFE system that uses lithium ion battery
technology.
Type Certification Basis
Under the provisions of § 21.101
Boeing Commercial Airplane Group
must show that the Boeing Model 777–
300ER, as changed, continues to meet
the applicable provisions of the
regulations incorporated by reference in
Type Certificate No. T00001SE or the
applicable regulations in effect on the
date of application for the change. The
regulations incorporated by reference in
the type certificate are commonly
referred to as the ‘‘original type
certification basis.’’ The regulations
incorporated by reference in T00001SE
are Title 14 Code of Federal Regulations
(CFR), part 25, as amended by
Amendments 25–1 through 25–98,
except for §§ 25.831(a) and (g) and
25.841(a), which remain at Amendment
25–86, and § 25.853(d)(3), which
remains at Amendment 25–82. Section
25.1517 is not part of the TC. Refer to
Type Certificate No. T00001SE, as
applicable, for a complete description of
the certification basis for this model,
including certain special conditions that
are not relevant to these special
conditions.
If the Administrator finds that the
applicable airworthiness regulations
(part 25, as amended) do not contain
adequate or appropriate safety standards
for the Boeing Model 777–300ER
because of a novel or unusual design
feature, special conditions are
prescribed under the provisions of
§ 21.16.
In addition to the applicable
airworthiness regulations and special
conditions, the Boeing Model 777–
300ER must comply with the fuel vent
and exhaust emission requirements of
14 CFR part 34 and the noise
certification requirements of 14 CFR
part 36.
The FAA issues special conditions, as
defined in § 11.19 and § 11.38 and they
become part of the type certification
basis under § 21.101.
Special conditions are initially
applicable to the model for which they
are issued. Should the type certificate
for that model be amended later to
include any other model that
incorporates the same novel or unusual
design feature, or should any other
model already included on the same
type certificate be modified to
incorporate the same novel or unusual
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33149
design feature, the special conditions
would also apply to the other model.
Novel or Unusual Design Features
The Boeing Commercial Airplane
Group proposes using lithium ion
battery technology for the IFE system in
this airplane. High capacity,
rechargeable lithium ion batteries are a
novel or unusual design feature in
transport category airplanes. Because of
rapid improvements in airplane
technology, the applicable airworthiness
regulations do not contain adequate or
appropriate safety standards for this
design feature. These special conditions
for the 777–300ER contain the
additional safety standards that the
Administrator considers necessary to
establish a level of safety equivalent to
that established by the existing
airworthiness standards.
Lithium ion batteries have certain
failure, operational, and maintenance
characteristics that differ significantly
from those of the nickel-cadmium and
lead-acid rechargeable batteries
currently approved for installation on
large transport category airplanes. The
FAA is adopting these special
conditions to require that (1) all
characteristics of the lithium ion battery
and its installation that could affect safe
operation of the 777–300ER are
addressed, and (2) appropriate
maintenance requirements are
established to ensure availability of
electrical power from the batteries when
needed.
Background
The current regulations governing
installation of batteries in large
transport category airplanes were
derived from Civil Air Regulations
(CAR) part 4b.625(d) as part of the recodification of CAR 4b that established
14 CFR part 25 in February, 1965. The
new battery requirements, 14 CFR
25.1353(c)(1) through (c)(4), basically
reworded the CAR requirements.
Increased use of nickel-cadmium
batteries in small airplanes resulted in
increased incidents of battery fires and
failures. This led to additional
rulemaking affecting large transport
category airplanes as well a small
airplanes. On September 1, 1977, and
March 1, 1978, respectively the FAA
issued 14 CFR 25.1353(c)(5) and (c)(6),
governing nickel-cadmium battery
installations on large transport category
airplanes.
The proposed use of lithium ion
batteries for the IFE system on the
Boeing Model 777–300ER airplane has
prompted the FAA to review the
adequacy of these existing regulations.
Our review indicates that existing
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Federal Register / Vol. 72, No. 115 / Friday, June 15, 2007 / Rules and Regulations
regulations do not adequately address
several failure, operational, and
maintenance characteristics of lithium
ion batteries that could affect the safety
and reliability of the 777–300ER’s
lithium ion battery installation.
At present, there is limited experience
with use of rechargeable lithium ion
batteries in applications involving
commercial aviation. However, other
uses of this technology, ranging from
wireless telephone manufacturing to the
electric vehicle industry, have noted
safety problems with lithium ion
batteries. These problem include
overcharging, over-discharging, and
flammability of cell components.
1. Overcharging
In general, lithium ion batteries are
significantly more susceptible to
internal failures that can result in selfsustaining increases in temperature and
pressure (thermal runaway) than their
nickel-cadmium or lead-acid
counterparts. This is especially true for
overcharging, which causes heating and
destabilization of the components of the
cell, leading to formation (by plating) of
highly unstable metallic lithium. The
metallic lithium can ignite, resulting in
a self-sustaining fire or explosion.
Finally, the severity of thermal runaway
from overcharging increases with
increasing battery capacity, because of
the higher amount of electrolytes in
large batteries.
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2. Over-Discharging
Discharge of some types of lithium
ion batteries beyond a certain voltage
(typically 2.4 volts) can cause corrosion
of the electrodes of the cell, resulting in
loss of battery capacity that cannot be
reversed by recharging. This loss of
capacity may not be detected by the
simple voltage measurements
commonly available to flightcrews as a
means of checking battery status. This is
a problem shared with nickel-cadmium
batteries.
3. Flammability of Cell Components
Unlike nickel-cadmium and lead-acid
batteries, some types of lithium ion
batteries use liquid electrolytes that are
flammable. The electrolytes can serve as
a source of fuel for an external fire, if
there is a breach of the battery
container.
These problems experienced by users
of lithium ion batteries raise concern
about their use in commercial aviation.
The intent of these special conditions is
to establish appropriate airworthiness
standards for lithium ion battery
installations in the Boeing Model 777–
300ER airplane and to ensure, as
required by 14 CFR 25.601, that these
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15:11 Jun 14, 2007
Jkt 211001
battery installations are not hazardous
or unreliable. To address these
concerns, these special conditions adopt
the following requirements:
• Those sections of 14 CFR 25.1353
that are applicable to lithium ion
batteries.
• The flammable fluid fire protection
requirements of 14 CFR 25.863. In the
past, this rule was not applied to
batteries of transport category airplanes,
since the electrolytes used in lead-acid
and nickel-cadmium batteries are not
flammable.
• New requirements to address the
hazards of overcharging and overdischarging that are unique to lithium
ion batteries.
• New maintenance requirements to
ensure that batteries used as spares are
maintained in an appropriate state of
charge.
Applicability
As discussed above, these special
conditions are applicable to the Boeing
Model 777–300ER airplane. Should
Boeing apply at a later date for a change
to the type certificate to include another
model incorporating the same novel or
unusual design feature, the special
conditions would apply to that model as
well.
Conclusion
This action affects only certain novel
or unusual design features on one model
of airplane. It is not a rule of general
applicability.
Under standard practice, the effective
date of final special conditions would
be 30 days after the date of publication
in the Federal Register; however, as the
certification date for the Boeing Model
777–300ER is imminent, the FAA finds
that good cause exists to make these
special conditions effective upon
issuance.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting
and recordkeeping requirements.
The authority citation for these
special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701,
44702, 44704.
The Special Conditions
Accordingly, pursuant to the authority
delegated to me by the Administrator,
the following special conditions are
issued as part of the type certification
basis for the Boeing Model 777–300ER
airplane.
In lieu of the requirements of 14 CFR
25.1353(c)(1) through (c)(4), the
following special conditions apply.
Lithium ion batteries on the Boeing
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Model 777–300ER airplane must be
designed and installed as follows:
(1) Safe cell temperatures and
pressures must be maintained during
any foreseeable charging or discharging
condition and during any failure of the
charging or battery monitoring system
not shown to be extremely remote. The
lithium ion battery installation must
preclude explosion in the event of those
failures.
(2) Design of the lithium ion batteries
must preclude the occurrence of selfsustaining, uncontrolled increases in
temperature or pressure.
(3) No explosive or toxic gases
emitted by any lithium ion battery in
normal operation, or as the result of any
failure of the battery charging system,
monitoring system, or battery
installation not shown to be extremely
remote, may accumulate in hazardous
quantities within the airplane.
(4) Installations of lithium ion
batteries must meet the requirements of
14 CFR 25.863(a) through (d).
(5) No corrosive fluids or gases that
may escape from any lithium ion battery
may damage surrounding structure or
any adjacent systems, equipment, or
electrical wiring of the airplane in such
a way as to cause a major or more severe
failure condition, in accordance with 14
CFR 25.1309(b) and applicable
regulatory guidance.
(6) Each lithium ion battery
installation must have provisions to
prevent any hazardous effect on
structure or essential systems caused by
the maximum amount of heat the
battery can generate during a short
circuit of the battery or of its individual
cells.
(7) Lithium ion battery installations
must have a system to control the
charging rate of the battery
automatically, so as to prevent battery
overheating or overcharging, and,
(i) A battery temperature sensing and
over-temperature warning system with a
means for automatically disconnecting
the battery from its charging source in
the event of an over-temperature
condition, or,
(ii) A battery failure sensing and
warning system with a means for
automatically disconnecting the battery
from its charging source in the event of
battery failure.
(8) Any lithium ion battery
installation whose function is required
for safe operation of the airplane must
incorporate a monitoring and warning
feature that will provide an indication
to the appropriate flight crewmembers
whenever the state of charge of the
batteries has fallen below levels
considered acceptable for dispatch of
the airplane.
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Federal Register / Vol. 72, No. 115 / Friday, June 15, 2007 / Rules and Regulations
(9) The Instructions for Continued
Airworthiness required by 14 CFR
25.1529 must contain maintenance
requirements for measurements of
battery capacity at appropriate intervals
to ensure that batteries whose function
is required for safe operation of the
airplane will perform their intended
function as long as the battery is
installed in the airplane. The
Instructions for Continued
Airworthiness must also contain
procedures for the maintenance of
lithium ion batteries in spares storage to
prevent the replacement of batteries
whose funciton is required for safe
operation of the airplane with batteries
that have experienced degraded charge
retention ability or other damage due to
prolonged storage at a low state of
charge.
Note: These special conditions are not
intended to replace 14 CFR 25.1353(c) in the
certification basis of the Boeing Model 777–
300ER airplane. These special conditions
apply only to lithium ion batteries and their
installations. The requirements of 14 CFR
25.1353(c) remain in effect for batteries and
battery installations of the Boeing Model
777–300ER airplane that do not use lithium
ion batteries.
Issued in Renton, Washington, on June 1,
2007.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 07–2939 Filed 6–14–07; 8:45 am]
BILLING CODE 4910–13–M
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 71
[Docket No. FAA–2006–24926; Airspace
Docket No. 06–ASW–1]
RIN 2120–AA66
Establishment, Modification and
Revocation of VOR Federal Airways;
East Central United States
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
This action establishes VOR
Federal Airway, V–65 over the East
Central United States in support of the
Midwest Airspace Enhancement Plan
(MASE). The FAA is taking this action
to enhance safety and to improve the
efficient use of the navigable airspace
assigned to the Chicago, Cleveland, and
Indianapolis Air Route Traffic Control
Centers (ARTCC).
DATES: Effective Date: 0901 UTC, August
30, 2007. The Director of the Federal
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SUMMARY:
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15:11 Jun 14, 2007
Jkt 211001
Register approves this incorporation by
reference action under 1 CFR part 51,
subject to the annual revision of FAA
Order 7400.9 and publication of
conforming amendments.
FOR FURTHER INFORMATION CONTACT:
Steve Rohring, Airspace and Rules
Group, Office of System Operations
Airspace and AIM, Federal Aviation
Administration, 800 Independence
Avenue, SW., Washington, DC 20591;
telephone: (202) 267–8783.
SUPPLEMENTARY INFORMATION:
History
On June 16, 2006, the FAA published
in the Federal Register a notice of
proposed rulemaking to establish 16
VOR Federal Airways (V–65, V–176, V–
383, V–396, V–406, V–410, V–414, V–
416, V–418, V–426, V–467, V–486, V–
542, V–584, V–586, and V–609); modify
13 VOR Federal Airways (V–14, V–26,
V–40, V–72, V–75, V–90, V–96, V–103,
V–116, V–133, V–297, V–435, and V–
526); and revoke one VOR Federal
Airway (V–42) (71 FR 34854). Interested
parties were invited to participate in
this rulemaking effort by submitting
written comments on the proposal. No
comments were received objecting to
the proposal.
On January 18, 2007, the FAA
published in the Federal Register a final
rule (72 FR 2182) taking action on all of
the above proposed airway
establishments, modifications and
revocations except V–65 and V–133.
Establishment of V–65 was deferred
because the Sandusky VOR was out of
service. This action establishes V–65
now that the Sandusky VOR has been
returned to service. Modification of V–
133 was deferred because the original
routing proposed in the NPRM did not
pass flight check. Action on V–133 will
be taken under a separate rulemaking
action.
VOR Federal Airways are published
in paragraph 6010 of FAA Order
7400.9P dated September 1, 2006, and
effective September 15, 2006, which is
incorporated by reference in 14 CFR
71.1. The VOR Federal Airways listed in
this document will be published
subsequently in the Order.
The Rule
This action amends Title 14 Code of
Federal Regulations (14 CFR) part 71 to
establish VOR Federal Airway V–65
over the East Central United States
within the airspace assigned to the
Chicago, Cleveland, and Indianapolis
ARTCCs. This action enhances safety
and facilitates the more flexible and
efficient use of the navigable airspace.
Further, this action enhances the
PO 00000
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33151
management of aircraft operations
within the Chicago, Cleveland, and
Indianapolis ARTCCs’ areas of
responsibility.
The FAA has determined that this
regulation only involves an established
body of technical regulations for which
frequent and routine amendments are
necessary to keep them operationally
current. Therefore, this regulation: (1) Is
not a ‘‘significant regulatory action’’
under Executive Order 12866; (2) is not
a ‘‘significant rule’’ under Department of
Transportation (DOT) Regulatory
Policies and Procedures (44 FR 11034;
February 26, 1979); and (3) does not
warrant preparation of a regulatory
evaluation, as the anticipated impact is
so minimal. Since this is a routine
matter that will only affect air traffic
procedures and air navigation, it is
certified that this rule, when
promulgated, will not have a significant
economic impact on a substantial
number of small entities under the
criteria of the Regulatory Flexibility Act.
Environmental Review
The FAA has determined that this
action qualifies for categorical exclusion
under the National Environment Policy
Act in accordance with 311a and 311b.,
FAA Order 1050.1E, ‘‘Environmental
Impacts: Policies and Procedures’’. This
airspace action is not expected to cause
any potentially significant environment
impacts, and no extraordinary
circumstances exist that warrant
preparation of environmental
assessment.
List of Subjects in 14 CFR Part 71
Airspace, Incorporation by reference,
Navigation (air).
Adoption of the Amendment
In consideration of the foregoing, the
Federal Aviation Administration
amends 14 CFR part 71 as follows:
I
PART 71—DESIGNATION OF CLASS A,
B, C, D, AND E AIRSPACE AREAS; AIR
TRAFFIC SERVICE ROUTES; AND
REPORTING POINTS
1. The authority citation for part 71
continues to read as follows:
I
Authority: 49 U.S.C. 106(g), 40103, 40113,
40120; E.O. 10854, 24 FR 9565, 3 CFR, 1959–
1963 Comp., p. 389.
§ 71.1
[Amended]
2. The incorporation by reference in
14 CFR 71.1 of FAA Order 7400.9P,
Airspace Designations and Reporting
Points, dated September 1, 2006, and
effective September 15, 2006, is
amended as follows:
I
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]]>Agencies
[Federal Register Volume 72, Number 115 (Friday, June 15, 2007)]
[Rules and Regulations]
[Pages 33148-33151]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 07-2939]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. NM379 Special Conditions No. 25-07-12-SC]
Special Conditions: Boeing Model 777-300ER Airplane; Lithium Ion
Battery Installation
AGENCY: Federal Aviation Administration (FAA) DOT.
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Boeing Model 777-
300ER airplane. This airplane as modified by the Boeing Commercial
Airplane Company will have a novel or unusual design feature associated
with the use of lithium ion battery technology in on-board systems. The
applicable airworthiness regulations do not contain adequate or
appropriate safety standards for this design feature. These special
conditions contain the additional safety standards that the
Administrator considers necessary to establish a level of safety
equivalent to that established by the existing airworthiness standards.
DATES: The effective date of these special conditions is June 1, 2007.
We must receive your comments by July 30, 2007.
ADDRESSES: Comments on this rule may be mailed in duplicate to: Federal
Aviation Administration, Transport Airplane Directorate, Attention:
Rules Docket (ANM-113), Docket No. NM379, 1601 Lind Avenue, SW.,
Renton, Washington 98057-3356; or delivered in duplicate to the
Transport Airplane Directorate at the above address. All comments must
be marked Docket No. NM379. Comments may be inspected in the Rules
Docket weekdays, except Federal holidays, between 7:30 a.m. and 4 p.m.
[[Page 33149]]
FOR FURTHER INFORMATION CONTACT: Nazih Khaouly, FAA, Airplane & Flight
Crew Interface Branch, ANM-111, Transport Airplane Directorate,
Aircraft Certification Service, 1601 Lind Avenue, SW., Renton,
Washington 98057-3356; telephone (425) 227-2432; facsimile (425) 227-
1149.
SUPPLEMENTARY INFORMATION: The FAA has determined that notice and
opportunity for prior public comment hereon are impracticable because
these procedures would significantly delay issuance of the design
approval and thus delivery of the affected aircraft. In addition, these
special conditions are identical to those issued for another model of
airplane; those special conditions were subjected to prior notice and
public comment. The FAA therefore finds that good cause exists for
making these special conditions effective upon issuance.
Comments Invited
We invite interested people to take part in this rulemaking by
sending written comments, data, or views. The most helpful comments
reference as specific portion of the special conditions, explain the
reason for any recommended change, and include supporting data. We ask
that you send us two copies of written comments.
We will file in the docket all comments we receive, as well as a
report summarizing each substantive public contact with FAA personnel
about these special conditions. You can inspect the docket before and
after the comment closing date. If you wish to review the docket in
person, go to the address in the ADDRESSES section of this preamble
between 7:30 a.m. and 4 p.m., Monday through Friday, except Federal
holidays.
We will consider all comments we receive by the closing date for
comments. We will consider comments filed late if it is possible to do
so without incurring expense or delay. We may change these special
conditions based on the comments we receive.
If you want us to let you know we received your comments on these
special conditions, send us a pre-addressed, stamped postcard on which
the docket number appears. We will stamp the date on the postcard and
mail it back to you.
Background
On February 15, 2006, Boeing Commercial Airplane Group, Seattle,
Washington, applied for an amended type certificate to install a new
Panasonic eX2 in-flight entertainment (IFE) system in a Boeing 777-
300ER airplane. The Boeing Model 777-300ER airplane is a large twin
engine airplane with a maximum passenger capacity of 550.
The regulations do not address the novel and unusual design
features associated with the installation of an IFE system that uses
lithium ion battery technology.
Type Certification Basis
Under the provisions of Sec. 21.101 Boeing Commercial Airplane
Group must show that the Boeing Model 777-300ER, as changed, continues
to meet the applicable provisions of the regulations incorporated by
reference in Type Certificate No. T00001SE or the applicable
regulations in effect on the date of application for the change. The
regulations incorporated by reference in the type certificate are
commonly referred to as the ``original type certification basis.'' The
regulations incorporated by reference in T00001SE are Title 14 Code of
Federal Regulations (CFR), part 25, as amended by Amendments 25-1
through 25-98, except for Sec. Sec. 25.831(a) and (g) and 25.841(a),
which remain at Amendment 25-86, and Sec. 25.853(d)(3), which remains
at Amendment 25-82. Section 25.1517 is not part of the TC. Refer to
Type Certificate No. T00001SE, as applicable, for a complete
description of the certification basis for this model, including
certain special conditions that are not relevant to these special
conditions.
If the Administrator finds that the applicable airworthiness
regulations (part 25, as amended) do not contain adequate or
appropriate safety standards for the Boeing Model 777-300ER because of
a novel or unusual design feature, special conditions are prescribed
under the provisions of Sec. 21.16.
In addition to the applicable airworthiness regulations and special
conditions, the Boeing Model 777-300ER must comply with the fuel vent
and exhaust emission requirements of 14 CFR part 34 and the noise
certification requirements of 14 CFR part 36.
The FAA issues special conditions, as defined in Sec. 11.19 and
Sec. 11.38 and they become part of the type certification basis under
Sec. 21.101.
Special conditions are initially applicable to the model for which
they are issued. Should the type certificate for that model be amended
later to include any other model that incorporates the same novel or
unusual design feature, or should any other model already included on
the same type certificate be modified to incorporate the same novel or
unusual design feature, the special conditions would also apply to the
other model.
Novel or Unusual Design Features
The Boeing Commercial Airplane Group proposes using lithium ion
battery technology for the IFE system in this airplane. High capacity,
rechargeable lithium ion batteries are a novel or unusual design
feature in transport category airplanes. Because of rapid improvements
in airplane technology, the applicable airworthiness regulations do not
contain adequate or appropriate safety standards for this design
feature. These special conditions for the 777-300ER contain the
additional safety standards that the Administrator considers necessary
to establish a level of safety equivalent to that established by the
existing airworthiness standards.
Lithium ion batteries have certain failure, operational, and
maintenance characteristics that differ significantly from those of the
nickel-cadmium and lead-acid rechargeable batteries currently approved
for installation on large transport category airplanes. The FAA is
adopting these special conditions to require that (1) all
characteristics of the lithium ion battery and its installation that
could affect safe operation of the 777-300ER are addressed, and (2)
appropriate maintenance requirements are established to ensure
availability of electrical power from the batteries when needed.
Background
The current regulations governing installation of batteries in
large transport category airplanes were derived from Civil Air
Regulations (CAR) part 4b.625(d) as part of the re-codification of CAR
4b that established 14 CFR part 25 in February, 1965. The new battery
requirements, 14 CFR 25.1353(c)(1) through (c)(4), basically reworded
the CAR requirements.
Increased use of nickel-cadmium batteries in small airplanes
resulted in increased incidents of battery fires and failures. This led
to additional rulemaking affecting large transport category airplanes
as well a small airplanes. On September 1, 1977, and March 1, 1978,
respectively the FAA issued 14 CFR 25.1353(c)(5) and (c)(6), governing
nickel-cadmium battery installations on large transport category
airplanes.
The proposed use of lithium ion batteries for the IFE system on the
Boeing Model 777-300ER airplane has prompted the FAA to review the
adequacy of these existing regulations. Our review indicates that
existing
[[Page 33150]]
regulations do not adequately address several failure, operational, and
maintenance characteristics of lithium ion batteries that could affect
the safety and reliability of the 777-300ER's lithium ion battery
installation.
At present, there is limited experience with use of rechargeable
lithium ion batteries in applications involving commercial aviation.
However, other uses of this technology, ranging from wireless telephone
manufacturing to the electric vehicle industry, have noted safety
problems with lithium ion batteries. These problem include
overcharging, over-discharging, and flammability of cell components.
1. Overcharging
In general, lithium ion batteries are significantly more
susceptible to internal failures that can result in self-sustaining
increases in temperature and pressure (thermal runaway) than their
nickel-cadmium or lead-acid counterparts. This is especially true for
overcharging, which causes heating and destabilization of the
components of the cell, leading to formation (by plating) of highly
unstable metallic lithium. The metallic lithium can ignite, resulting
in a self-sustaining fire or explosion. Finally, the severity of
thermal runaway from overcharging increases with increasing battery
capacity, because of the higher amount of electrolytes in large
batteries.
2. Over-Discharging
Discharge of some types of lithium ion batteries beyond a certain
voltage (typically 2.4 volts) can cause corrosion of the electrodes of
the cell, resulting in loss of battery capacity that cannot be reversed
by recharging. This loss of capacity may not be detected by the simple
voltage measurements commonly available to flightcrews as a means of
checking battery status. This is a problem shared with nickel-cadmium
batteries.
3. Flammability of Cell Components
Unlike nickel-cadmium and lead-acid batteries, some types of
lithium ion batteries use liquid electrolytes that are flammable. The
electrolytes can serve as a source of fuel for an external fire, if
there is a breach of the battery container.
These problems experienced by users of lithium ion batteries raise
concern about their use in commercial aviation. The intent of these
special conditions is to establish appropriate airworthiness standards
for lithium ion battery installations in the Boeing Model 777-300ER
airplane and to ensure, as required by 14 CFR 25.601, that these
battery installations are not hazardous or unreliable. To address these
concerns, these special conditions adopt the following requirements:
Those sections of 14 CFR 25.1353 that are applicable to
lithium ion batteries.
The flammable fluid fire protection requirements of 14 CFR
25.863. In the past, this rule was not applied to batteries of
transport category airplanes, since the electrolytes used in lead-acid
and nickel-cadmium batteries are not flammable.
New requirements to address the hazards of overcharging
and over-discharging that are unique to lithium ion batteries.
New maintenance requirements to ensure that batteries used
as spares are maintained in an appropriate state of charge.
Applicability
As discussed above, these special conditions are applicable to the
Boeing Model 777-300ER airplane. Should Boeing apply at a later date
for a change to the type certificate to include another model
incorporating the same novel or unusual design feature, the special
conditions would apply to that model as well.
Conclusion
This action affects only certain novel or unusual design features
on one model of airplane. It is not a rule of general applicability.
Under standard practice, the effective date of final special
conditions would be 30 days after the date of publication in the
Federal Register; however, as the certification date for the Boeing
Model 777-300ER is imminent, the FAA finds that good cause exists to
make these special conditions effective upon issuance.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting and recordkeeping
requirements.
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704.
The Special Conditions
0
Accordingly, pursuant to the authority delegated to me by the
Administrator, the following special conditions are issued as part of
the type certification basis for the Boeing Model 777-300ER airplane.
In lieu of the requirements of 14 CFR 25.1353(c)(1) through (c)(4),
the following special conditions apply. Lithium ion batteries on the
Boeing Model 777-300ER airplane must be designed and installed as
follows:
(1) Safe cell temperatures and pressures must be maintained during
any foreseeable charging or discharging condition and during any
failure of the charging or battery monitoring system not shown to be
extremely remote. The lithium ion battery installation must preclude
explosion in the event of those failures.
(2) Design of the lithium ion batteries must preclude the
occurrence of self-sustaining, uncontrolled increases in temperature or
pressure.
(3) No explosive or toxic gases emitted by any lithium ion battery
in normal operation, or as the result of any failure of the battery
charging system, monitoring system, or battery installation not shown
to be extremely remote, may accumulate in hazardous quantities within
the airplane.
(4) Installations of lithium ion batteries must meet the
requirements of 14 CFR 25.863(a) through (d).
(5) No corrosive fluids or gases that may escape from any lithium
ion battery may damage surrounding structure or any adjacent systems,
equipment, or electrical wiring of the airplane in such a way as to
cause a major or more severe failure condition, in accordance with 14
CFR 25.1309(b) and applicable regulatory guidance.
(6) Each lithium ion battery installation must have provisions to
prevent any hazardous effect on structure or essential systems caused
by the maximum amount of heat the battery can generate during a short
circuit of the battery or of its individual cells.
(7) Lithium ion battery installations must have a system to control
the charging rate of the battery automatically, so as to prevent
battery overheating or overcharging, and,
(i) A battery temperature sensing and over-temperature warning
system with a means for automatically disconnecting the battery from
its charging source in the event of an over-temperature condition, or,
(ii) A battery failure sensing and warning system with a means for
automatically disconnecting the battery from its charging source in the
event of battery failure.
(8) Any lithium ion battery installation whose function is required
for safe operation of the airplane must incorporate a monitoring and
warning feature that will provide an indication to the appropriate
flight crewmembers whenever the state of charge of the batteries has
fallen below levels considered acceptable for dispatch of the airplane.
[[Page 33151]]
(9) The Instructions for Continued Airworthiness required by 14 CFR
25.1529 must contain maintenance requirements for measurements of
battery capacity at appropriate intervals to ensure that batteries
whose function is required for safe operation of the airplane will
perform their intended function as long as the battery is installed in
the airplane. The Instructions for Continued Airworthiness must also
contain procedures for the maintenance of lithium ion batteries in
spares storage to prevent the replacement of batteries whose funciton
is required for safe operation of the airplane with batteries that have
experienced degraded charge retention ability or other damage due to
prolonged storage at a low state of charge.
Note: These special conditions are not intended to replace 14
CFR 25.1353(c) in the certification basis of the Boeing Model 777-
300ER airplane. These special conditions apply only to lithium ion
batteries and their installations. The requirements of 14 CFR
25.1353(c) remain in effect for batteries and battery installations
of the Boeing Model 777-300ER airplane that do not use lithium ion
batteries.
Issued in Renton, Washington, on June 1, 2007.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 07-2939 Filed 6-14-07; 8:45 am]
BILLING CODE 4910-13-M
